Railway signaling



April 24, 1928.

File-d 0st. 29. 1926 1,667,059 L. E. SPRAY RAILWAY SIGNALING v 3 Sheets-Sheet 1 lNVENTOR'. /-.E S rQ April 24, 19 28.

Li LgL 1 5?; 7 IQ 1,667,059 L. E. SPRAY RAILWAY SIGNALING Filed st. 29. 1926 3 Sheets-Sheet 2 INVENTORI L.E. Spray,

6?; fl/M April 24, 1928.

L. E. SPRAY RAILWAY SIGNALING Filed Q t, 29. 1926 3 Sheets-Sheet 5 7 9 1 Nu Q F aw IMCMQ mm M, M an R w w E N E r \P\ mrPTM fi R msok 91 my Nfi a NW r J TQM MN. u owl R *v G A F 3 3 W m m fi 1N Q WW. Mw mw MN 6% mi SN l nn nu w fifl w ww mwk e.w\ H 3v 3 -33 an 3 i mflw g n I m 3 7% F T r r .N N.

Patented Apr. 24, 1928."

UNITED 1 'srA Es PATENT OFFICE.

LESTER'E. SPRAY. OF ILK NsBimG, PENNSYLVANIA, AssIGNoRmo THE. UNION SWITCH & SIGNALCOMPANY, or swIssvALE, rnNNsvLvANIA,-A CORPORATION OF PENNSYLVANIA.

RAILWAY SIGNALING.

Application filed October 29, 1926. Serial No. 144,935.

bodying my invention and will then point out the novel features thereofin Claims.

In the accompanying drawings, Fig. 1- is a. diagrammatic view showing single track with passing sidings and a pluralitv of signals for governing traffic through I the stretch in both directions. 3 are views which when placed with Fig. 2 on the left constitute a diagrammatic view illustrating one form and, arrangement of circuits for controlling certain Figs. 2 and of the signals shown in Fig. in accordancewith my invention. a

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, A-H is a stretch of single track between two passing sidings M and 0 over which traffic moves in both directions. .Located at an intermediate point in the stretch is another passing sidingN by means of whichthe stretch AH is divided into two blocks A-ED and Elf-H ex tending respectively from the siding -M to the siding N and from siding N to siding 0. Each of the blocks is divided by insulated joints into several successive sections. For example, block A-D isdivided into sections AB, B-C andCD,and block E-I-I is divided into sectionsEF," F- -G and G H. Eastbound traffic through the stretch of track shown'inthe drawingfis governed by a plurality of trackway sigbound traffic through this stretch is governed by similar signals 1, 3, 5, 7, 9, 11, 13 and 15. Signals 7 and 8 govern the entrance into the passing siding N'from east and west,

into siding M and signal 16 governs. entrance of eastbound traflic into siding 0. .As here shown a'pair of opposing signals is located adjacent each endof each section and each of the signals is of the three-position semaphoretype, each capable of indicating proceed, caution or stop, respectively. It is understood, however,

a stretch of nals 2, 4C, 6. 8, 10, 12, 14: and 16, andwestappear hereinafter,

that I do not limit myself to this particular form or location of signals. The signals for block A'-D are so'controlled that when atrain moving toward the,

cast enters this block-signals 9, 11and 13 are placedat stop and signal 9 is held-at stop until the train passes out of the block, thus prohibiting a westbound train from entering the block while the east train is anywhere;

in the block. As the eastbound train enters theblock it also causes signal 2 to indicate stop and'as it passes signals 4 and 6, these signals are successively caused to change to .the stop indication. When thecntire train end to end.

passes out of section A-B,, signal 2 changes A to the caution indication and when the entire train passes out of section BC this signal returns. to the'full proceed indication. Signal 4. changes to. caution when the train leaves I the train section B-C and to proceed when leavessection CD. Two or more trains may therefore follow eachother through thcstretch under the same signal protect-ion as-i-s customarily provided on double trackroa'dsJ Similarly, when a westbound train enters block AD-signals 2, 4, 6 and 9 are placed at stop and signal 9 subsequently changes successively to caution and proceed as the train proceeds through the block. 7

Signal 11 changes tofstop when it is passed by the train and subsequently changes to cau tion andprocecd successively. I The signals for block E-H are controlled in the same manner as forblock whenever signal 9 indicates stop, signal 7 indicates caution and "whenever signal 7 indicates stop, signal 5 indicates caution. Similarly, whenever signal 10 indicates stop, signal 8 indicates caution,

AD. Furthermore, I

and whenever signal 8 indicates stop signal 6 indicates caution. The control of the signals thusvfar described is in accordance with standard practice and'will be understood without furv I I .ther explanation. respectively. Insim'ilar manner signal 15 governs the entrance of, westbound tra-flio It is desirable, however, that when-an eastbound train occupies block A-D, signal 5, as well as signal 7, should indicate cauvtio'n, but that when proceeded some ,distancebeyond signal 9, thus a westbound train has allowing signal 7 torcturn to caution, as will 7 signal. 5 should. return to the full proceed position. v

Let it Thereason for. this is as follows: be assumed that the signal 5 indicates proceed while signal 9 is at stop, and that two trains moving in opposite directions are approaching siding N. If the eastbound train should pass the point at which signal 9 returns to caution just after the westbound train has passed signal 5 at proceed, the westbound train would receive a stop indication at signal 7 without having been previously warned by a caution indication at signal 5. However, if two westbound trains are moving along the track from H toward A, it is desirable that signal 5 should change to the proceed indication as soon as signal 7 has changed to the caution indication behind the first train, in order to avoid any unnecessary delay to the second train by a caution indication at signal 5.

The object of the present invention is the provision of novel and improved means for accomplishing the desired control of signal 5.

Referring now to Figs. seen that track sections E--F are each provided with a source of track circuit current here shown as a track transformer designated by the reference character T with an exponent corresponding to the location. The secondary 17 of each, track transformer T is constantly connected across the rails adjacent one end of the associated section through the usual impedance 19. The primary 18' of each track transformer T is constantly supplied with alternating current from secondary 2.1 of an adjacent line transformer designated by the reference character L with a suitable exponent and having its primary20 supplied with alternating current from alternator X over line wires 22. Sections G-D and E-F are each provided withtwo track relays designated by the reference characters R with suitable distinguishing exponents connected across the rails adjacent the two ends of the section. A single track relay R is connected across the rails adjacent the left-hand end of section DE.

In accordance with the usual practice, each signal is controlled by a line relay designated by the reference character J with a suitable exponent and. each signal shown ex cept signals 7 and Sis also controlled by a repeater relay designated by the reference character. P with an appropriate distinguishing exponent. The circuits for certain of the line relays J and repeater relays P are omitted from the drawing for the sake of simplicity, these circuits being so. well known in the art as to require no detailed description in this application. For example, relay J is normally energized but 2 and 3, it will be is rile-energized when a train occupies section DE or when relay B is de-energized. Relay J in similar manner, is normally energized, but is de-energized when a train occupies section DE or when relay R is is de-energized. Repeater relay 1? is normally energized but is arranged to be deenergized when a westbound train occupies section CD or when aneastbound train occupies any of that portion of track between signals 8 and 2. In similar manner relay P is normally energized but is arranged to be tie-energized when an east bound train occupies section EF or when a westbound train occupies any portion of the stretch between signals 7 and 1. Relays S and S are two of'the usual directional stick relays controlled in accordance with standard practice in absolute permissive block signaling systems. is normally (lo-energized but this relay picks up when an eastbound train enters section That is, relay S F-G and the relay is subsequently maintained in its energized condition as long as any portion of this train occupies section F'-G. Similarly, relay S is normally deenergized but is energized when a westbound train occupies section BC.

Section DE is also provided with two auxiliary relays'Q, and Q Relay Q is normally energized by current fromtransformer L over a circuit which may be traced from secondary 21 of transformer IP, through wires 23, 2 1- and 38, front contact 34 of repeater relay P, wires 35 and 30, winding of relay Q7, and common wires 32 back to secondary 21 of transformer L. This circuit-is closed-only when relay P is energized; but when relay R is de-energized, as by the entrance of a train into section D- E, a second circuit is closed for relay Q and current then fiOWs from secondary 21 of transformer L through wires 23, 24, 25, 26 and 27, back contact 28 of relay R Q and common wire 82, back to secondary 21 of transformer L. I

Relay Q is provided with .a secondary 21 of transformer L through wires 79, 80, and 81,. front. contact 82 of repeater relay P wires 83 and 84, winding of relay Q and common wire 32, back to secondary 21 of transformer L circuit for relay Q passes from secondary 21 of transformerL 25, 26', 36 and 87, back contact 88 of relay R wires 86 and 84, winding of relay Q and common wire 32 back to secondary 21 of transformer L. It follows that when section D-E is occupied, relays Q and Q are both energized, but that when this section is unoccupied, relay Q, is energized only when repeater relay P is picked up, and relay Q is energized only when, repeater relay 1? ispicked up. Stick relay S is provided with a pick-up circuit which may be traced from secondary 21 of transformer L through wires. 23, 2 1, 25, 26, 256 and 37, back contact. 38 of relay It", wire 39, front contact 40 of relay R wire 11,

circuit from A second through wires 23, 24,.

N S passing from front contact v49 47, winding of relay S andcommon wire 32 back to secondary '21 of transformer L The circuit just traced is provided with a branch comprising a stick circuit for relay Wire 43, through wire 48, of relay R wire 50, front contact 51 of relay S Wires 52 and 47, winding of relay S ,and wire 32. It follows that -'when relay S is energized to close the circuit through the 'branch just traced, relay Q} is eliminated from thecontrolofrelay S if relay R is energized. I

Relays Q, J 7 and S controlthe polarity of the current supplied to line'relay J from transformer K Primary55 of this transformer is constantly, supplied with alternating current from secondary 21 of transformer L Under'nornial conditions relay S is de-energized and relaysJ and Q] are energized as has already been ex plained. hen the relays -occupy these positions, current flows from the left hand terminal of secondary 56 of transformer K through Wire 57, front contact 58 of line relay J wires 59 and 60, front contact 61 of auxiliary relay Q wire 62, back-contact 63 ofrelay S wire 64, front contact 65 of relay R wire 66, winding 54 ofrelay J wires 67 ,68, 69 and 70 and back to the midpoint of secondary 56 of transformer K A second winding 53 on relay J 5 is constantly supplied with ondary 21 of transformer L and when winding 54 is energized over-the circuit just traced, relay J is. energized in the normal direction so that contacts 78 and are swung to the left. When relay S is energized it closes front contact63 and wire '59 is connected through wire't'l and contact 63 with wire 64 so that current is supplied to energize relay J 5 in the normal direction if-relay J 7 is energized irrespective of the condition of relay Q3 When relay J 7 is de-energized, when relay Q is energized and when relay S is de-energized, current flows from the right-hand terminal of secondary 56 of transformer K flthrough wires 72 and 73, back contact 58 of relay J Wires 59 and 60, front contact 61 of relay Q wire 62, back contact 63 of relay S, wire 64, front cont-act '65 of relay R wire 66, winding 54 of relay J 5 and wires 67, 68, 69 and 70, back to the midpoint of secondary 56 of transformer K When this circuit is closed the polarity of the current supplied to winding 54 of relay J 5 is such that the tie-energized so that the right-hand in the reverse direction,

75 to their right- If relay J? is terminal of secondary 56 of transformer K is connected with wire 59, and relay S is enerrel'ay is energized swinging contacts 78 and hand or reverse positions.

back to common 'gized in the normal alternating current from secg I is controlled by relays J and P in the same lays J Q S and R shown in the drawing. passes signal 1, this signal vde-energized.

however, and relay J gized, {it will be seen that relay Q iseliminated fromthe control of relay J 5 and the latter relay will then be energized in the reverse direction irrespective of the condition of relay Q. are both de-energized, relay J 5 is energized in the reverse direction, the circuitfor winding 54 of this relay being from the righthand terminal of secondary 56 of transformer K through wires 72 and 74, back contact61 of relay Q wire 62, back contact 63 of relay S, wire 64, and then. through the same path as before to the midpoint of secondary 56. lVhen relay R is de-ei ergized, the circuit for winding 54 of relay J 5 is interrupted and relay J 5 is then lVhen relays Q and S tie-energized so that the contact-s 78 and 75 I energized, current flows from secondary 21v of transformer L to relay P over a back contact 76 of relay S and anormal or reverse point of contact 75 of relay J thereby Relays J 5 and P conwhen relay J is enerdirection and relay P is energized, the proceed circuit for signal 5 is closed. WVhen relay J is energized in, the reverse direction and when relay P is also energized the caution. circuit is closed for signal 5. Vhen relay P is de-energized, bothv circuits and the signal indicates stop. Signal'6 for controlling eastbound trafiic energizing relay P trol signal 5 so that 'the control of signal 5 by relays J 5 and P Furthermore; the control of relay J 6 .by reis similar to the control of .relay J "by relays J Q, S, and R and will be readily understood from the drawing without tracing the circuits in detail. a In explaining the operation of the appara tus as a whole, I will first assume that a westbound train traverses the stretch of track hen the train goes to stop and signals 10, 12 and 14 also are caused to display stop indications. Signal 8 indicates caution. block signal '1, it de-energizes all opposing line relays J and repeater relays P for the block EH and repeater relay P is also 7 Relay R is energized so that one circuit-for relay Q is v open at back contact 88 of relay R The other circuit for relay Q is open at front contact 82 0f relay P so that the entrance of the train into block EH causes relay Q to'become' tie-energized. Relay S is de-energized currentsupplied to relay J over back contact 91 of relay S and back contact 92 of I relay Q energizes relay J in the reverse for signal 5 are interrupted lVhen the train passes the headis energized, so that direction. I Signal 6 therefore 'a westbound train in E, signal 10 indicates stop both operating circuits for signal 5' are in- .some distance from signal 7,

opens,

and back contact 91 of relay S tact 65 of relay however,

63 of relay 2 relay P, to become tie-energized.

lack contact 38 of relay terrupted and this signalindicates stop. As the train-proceeds in section lE-l to a point track relay R becomesdc-energized and relay J then but this has no effect upon relay is supplied to relay J overback contact 92 J because energy from transformer K of relay Q and back contact 91 of relay With the train in section I l-1 then, signal 6 continues to display a caution indication.

hen the train enters section DE, relay R becomes tie-energized, thereby tie-energizing relay J and causing signal 7 to indicate stop. The closing of back contact 88 of relay R completes a circuit for relay Q so that this relay becomes energized and current is then supplied. over back contact 93 of relay J front contact 92 of relay Q), to rela-y J. The polarity of the current thus supplied to relay J" is such that the relay continues to be energized in its reverse direction and signal 6 still indicates caution. Relay J is de-energized but relay S) remains in its (lo-energized condition, being open at back contact 38 of relay R .l Vhen the train leaves section E-F, relays R and R pick up, and relay P also picks up. The closing of relay P has no effect upon the apparatus because relay Q controlled by front contact 82 of relay P is The closing of front concompletes a circuit for relay J including back contact S front contact 61 of relay Q] and back contact 58 of relay J Relay J therefore becomes energized in the reverse already energized.

direction, closing the circuit for relay P. and

energizing that relay. Signal 5 then indicates caution.

1 \Vhen the train enters section +1), relays R, R and P open. The opening of front contact 95 of relayR interrupts the circuit for relay J and causes this relay, and hence Signal 6 The closing of R completes a pick-up circuit for relay S and this relay c oses its front contacts. The front contacts 63 of relay S being closed, relay Q] is eliminated from the control of relay J which therefore indicates stop.

ing of front cont-act its pick-up circuit now energized, relay J is in all respects similar my invention resides in stick relays S But with a train relay controls signal 5..

D--E into section moving from section .C-D, relay J T is tie-energized so that relay R opens the circuit for relay Q and perniits this relay to open its front contacts, one circuit for relay Q being open at front contact 34 of relay P and the other circuit for this relay being open at backcontact 28 of-relay 1t. tact 4501 relay Q interrupts the pick-up circuit for relay S but the relay is maintained in its energized condition during the operation of relay Q, by current which flows over front contact 49 of relay R and front contact 51 of relay ST. This branch circuit therefore operatesto' hold the relay closed during the brief interval between the openlo of relay (#2 and the closing of back contact of that relay. lVhen relay Q has attained its full de-energized position aretaining circuit for relay S is closed over back contacts .45 of relay (.1 front contact 49 of relay R and front contact 51 of relay S. Relay S is therefore maintained in its energized condition as long as relay R is energized and relay Q is tie-energized. Relay J remains deenergized as long asrelay R is open, and relay J 5 therefore continues to be energized in its reverse direction. Signal 5 therefore still indicates caution. I I

WVhcn the rear end of the train passes some point in'section CD west of signal 9, relays R and J pick up, and since relay S is becomes energized in the normal direction to cause signal 5 to indicateproceed. l/Vhen the trainhas entirely passed signal 11, signal 7 also indicatesproceed. I have described in detail the operation of the apparatus-only for westbound traffic but it should be pointed out that the operation of the apparatus for eastbound traffic to the operation described and can be readily understood froman inspection of the drawings WlllllOtll) tracing the operation in detail.

One feature of my invention is the novel and improved circuits for controlling the stick relays S and S It will be plain that relay S for example, is normally deenergized and that this relay is energized only when a westbound train passes point D. Relayv S when energized, removes relay Qf from the control of relay J in accordance with usual practice. The novelty of the control of the and S and .in the control of. the auxiliary relays Q? and Q so that signals 5 and 6 are controlled toraccomplish section 7 The opening of front con- "relay separately controlled by trafiic double caution indication as required in standard absolute permissive block signaling systems. 7

Although I have herein shown and de- 5 scribed only one form of railway signaling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of'the appended claims without de- 0 parting from the spirit and scope of my invention.

Having thus described my invention, what I claim is: I p I a 1. In combination, a stretch of railway track comprising a first, a second, and a third section, a normally energized line relay arranged to be de-energized when a train occupies said first or second sections, an

auxiliary relay arranged to be energized when the second section is occupied but to be de-energized when the first section is occupied, through the third section and controlled by said line relay and by said auxiliaryrelay,

a stick relay arranged when energized to remove said auxiliary relay from the control of the signal, and means for energizing thestick relay when a train moves from the sec-,

ond section into the first section.

v 2. In combination, a stretch of railway track comprising a first, a second, and a third section, a line relay and an auxiliary conditions in the first and second sections, a

signal for governing traffic through the third section and controlled by said line relay and by said auxiliary relay, a stick relay arranged when energized to remove the auxiliary relay from the control of said signal,

40 and means for energizing the stick relay when a train moves from the second section into the first section.

3. Incombination, a stretch of railway track comprising a first, a second, and a third section, a first and a second track relay for the first and second sections respectively, a repeater relay controlled by a front contact of the first track relay, a line a signal for governing traffic relay controlled by-front contacts of said move the auxiliary relay from the control I of the signal, and means for energizing the stick relay when a train moves from the second section into the first section.

4. In combination, a stretch of railway track comprising a first, a second, and a third section, a stick "relay,'a signal for the third section controlledby jsaid stick relay, and means for energizing the'stick relay when a traiirmovesffrom thesecond section into' the first section;

third section, a signal for governing traffic in one direction through the third section, a stick relay for controlling the signal, and means effective when a train moving in such one direction enters the first section to energize the stick relay.

6. In combination, a stretch of railway track comprising a first, a second and a third section, arfirst, a second, and a third track relay for said first, second and third section, respectively, a line relay having a circuit including front contacts on the first and second track relays, an auxiliary relay combinati n a stretch of railway l n track comprising a first, a second, and aprovided with a circuit including aback con tact of the second track relay; a stick relay having a pick-up circuit including a back contact of the first track relay, a front contact of the third track relay, a back contact of the line relay and a front contact of the auxiliary relay;

a branch for said circuit aroundther said contact on the auxiliary relay and including a front contact of the third track relay and-a front contact of the stick relay; and a signal for the third section controlled by the stick relay.

In testimony'whereof I afiix my signature.

LESTER E. SPRAY. 

